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A320 S-LOD > Flight Controls > Flashcards

Flight Controls Flashcards

1
Q

Describe the roles of the Elevator Aileron Computers (ELAC 1 and ELAC 2)

A

-Provides control of the elevators ailerons, and trimmable horizontal stabilizer (THS)
-Determines requirement for and activates spoiler assist during rolls, and rudder input for yaw
-both ELACs are normally active. Should one fail, the remaining ELAC automatically assumes all ELAC related functions

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2
Q

Describe the roles of the Flight Augmentation Computers (FAC1 and FAC2)

A

Provides control of the rudder to include
-turn coordination
-yaw damping
-High/low speed rudder limiting
-Rudder trim
-Only one FAC is active at a time with the other serving as a backup

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3
Q

Describe the roles of the Spoiler Elevator Computers (SEC 1/2/3)

A

-SECs are responsible for a specific pair, or pairs, of spoiler panels
-SEC 1/2 can provide backup control of the elevators and THS in the even of a dual ELAC failure

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4
Q

Define Normal Law

A

-Defines the Flight Control Computers logic of the aircraft pitch, roll and yaw limits during normal operations
-All protections are available in order to prevent the aircraft from exceeding its designed flight envelope. Active when all, or nearly all, systems are functioning correctly

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5
Q

Define Alternate Law

A

-Defines the Flight Control Computers logic of the aircraft pitch, roll and yaw limits in response to multiple failures involving a flight control computer, hydraulic, or navigation systems AIDRS
-Maintains a high level of capability, through some flight control characteristics change, and some flight envelope protections are lost

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6
Q

Define direct law

A

-Typically occurs as the result of the landing gear lowered while in alternate law but, can also be the result of more significant system failure
-Flight control feel, and response is like a conventional aircraft but all protections are lost

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7
Q

Define mechanical backup law

A

-Occurs when all flight control computers have failed or there has been a total loss of electrical power
-Side sticks are inop and the aircraft can only be controlled by manual pitch trim, rudder pedals, and engine thrust

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8
Q

Define Abnormal Attitude Law

A

-Provides sufficient control to recover from unusual attitudes as the result of extraordinarily external event
-is a subset of alternate law

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9
Q

Describe Load Factor Demand

A

-Available in Normal and alternate law
-Flight control computers interpret pitch change commands as g-load changes
–climb commands result in a positive g-load change
–descent commands result in a negative g-load change
neutral stick results in zero g-load change

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10
Q

Describe automatic pitch trim during a roll

A

-provided by ELACs in Normal and Alternate Law
-Pitch trim is automatically provided for bank angles up to and including 33°

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11
Q

Describe Maneuver Protection

A

Available in Normal and Alternate Law

Restricts flight control surface movement that would cause the aircraft to exceed its designed g-load limits
-Clean configuration (flaps and slats retracted) -1.0 g to +2.5 g
-Slats extended, and flaps retracted -1.0 g to +2.5 g
-Slats flaps extended 0 g to 2 g

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12
Q

Describe pitch protection

A

-Available only in normal law
-Prevents excessive nose up and nose down attitudes
ELACS will allow attitudes no greater than 30° nose or 15° nose down even if the side stick is held full aft/forward

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13
Q

Describe High Speed Protection

A

-Available only in normal law
- attempts to prevent aircraft from exceeding VMO/MMO
-Autopilot automatically disengages
-ELACs automatically pitch the aircraft up to limit further acceleration, even if the side stick is held full forward

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14
Q

Describe Alpha Protection (alpha prot)

A

-Available only in Normal law
-Flight control computers prevent the aircrafts aoa from exceeding a predetermined threshold at low airspeeds
-Autopilot automatically desengages and speed brakes, if deployed, automatically retract
-flight control computers logic changes from Load Factor demand to direct side stick pitch control
-Pilot side stick input can override the flight control computers and further degrade AOA

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15
Q

Describe the indication of Alpha Prot on the airspeed indicator

A

-Alpha prot is represented by the position of the amber and black band
-is available only in normal law
-it can be overridden with aft sidestick movement

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16
Q

Describe Alpha Max and how it is indicated on the airspeed indicator

A

Alpha Max is the highest angle of attack that the flight control computers will allow
-available only in normal law
-it cannot be overridden by pilot even with full side stick pressure
It is represented by the top of the red band on the airspeed indicator

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17
Q

Describe roll rate in Normal Law

A

-Full sidestick deflection yields the max allowable roll rate of 15° per second, regardless of airspeed or config
-Deflecting a side stick only halfway yields a roll rate half of the max allowable rate
-neutral side stick commands a zero change in roll rate

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18
Q

Describe Bank Angle Hold and Positive Spiral Static Stability

A

Both are only available in Normal Law

Bank Angle Hold- Commanded at bank angles ≤33°, the bank angel is maintained with automatic pitch trim when side stick is released

Positive Spiral Static Stability- commanded at bank angles of >33°, if the side stick is released, bank angle returns to and maintains 33°
Continuous pressure must be applied to the side stick to hold bank angles exceeding 33° as well as pitch

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19
Q

Describe the role of Automatic pitch trim during turns

A

-Available in Normal and Alternate Law
-At bank angles ≤33°, the ELACs automatically introduce the necessary back pressure through automatic pitch trim
-At bank angles above 33° this feature becomes inhibited, and aft side stick will be necessary to maintain a level turn

20
Q

Describe bank angle protection

A

-Available only in normal law
-ELACs restrict bank angle to max of 67°, even if full let or right side stick is maintained

21
Q

What are the indications of Normal Law on the PFD

A

Green Equal signs displayed at
-67° bank
30° and 15° pitch attitude limits
Highspeed protection limit

22
Q

Describe Ground Mode of Normal Law

A

-Active when aircraft is on the ground
-direct relationship between the sidesticks and flight control surfaces
-Permits pilot to preform a flight control check and rotate the aircraft on takeoff

23
Q

Describe Flight Mode of Normal Law

A

-Active shortly after takeoff
-All flight control computer protections and flight characteristics take effect

24
Q

Describe Flare (landing) Mode of Normal Law

A

-Becomes active as the aircraft descends though 50 ft RA, at which point the ELACs “memorize” the aircraft’s pitch attitude
-Beginning at 30 ft RA, the ELAC add a gentile nose down pitch command
-Instinctively the pilot counters this nose down action with aft sidestick input, resulting in a landing flare maneuver much like a conventional aircraft
-shortly after landing the aircraft returns to ground mode, and the THS resets to 0

25
Q

Explain how roll control is maintained while in Alternate Law

A

-Direct relationship exists between side stick deflection and elevator/aileron deflection
-All roll control flight characteristics and protections are lost

26
Q

Describe High and Low speed stabilities in Alternate Law

A

High Speed Stability
-becomes active slightly below VMO/MMO
-ELACs command the elevators to increase the aircrafts pitch, attempting to prevent an increase in speed

NOTE High Speed Stability can be overridden by side stick input

Low Speed Stability
-Becomes active at an airspeed slightly higher than stall speed
-Flight control computers command the elevators to decrease aircrafts pitch, attempting to increase speed

NOTE Low Speed Stability can be overridden by side stick input

27
Q

Recall the Stall Warning Speed indication on the PFD speed scale when in alternate or direct law

A

Stall warning speed is represented but the top of the black /red barber pole on the PFD scale

28
Q

What are the indications of alternate law

A

-All green equal signs on the PFD associated with normal law are replaced with Amber Xs
-F/CTL ALTN LAW (PROT LOST) message in the E/WD memo section

NOTE Some flight control computer protections remain active

29
Q

What are the indications of Direct Law

A

-the amber Xs present in Alternate law remain in view
-USE MAN PITCH TRIM appears above the artificial horizon on the PFD
-F/CTL DIRECT LAW (PROT LOST) message in the E/WD memo section

30
Q

Describe mechanical backup law

A

-Provides mechanical control of the aircraft in the event all flight control computers have failed or there is total electrical failure
-it is intended to be used only as long as it takes to restore flight control computers or electrical power

31
Q

Which flight control surfaces are operational when in mechanical backup law

A

-Rudder
-THS

Mechanical cable connections to these flight controls permit continued use only if hydraulic power to the respective servos is available

32
Q

The PFD indications in Mechanical Backup Law

A

-Amber Xs present in Alternate and direct law remain
-MAN PITCH TRIM ONLY appears above the artificial horizon on the PFD (only if you have some electrical power available)

33
Q

Describe Abnormal Attitude Law

A

-Ensures flight characteristics and protections associated with normal law do not interfere with recovery from an abnormal attitude
-Essentially it is alternate law with no automatic pitch trim or yaw damping. After recovery has been made the aircraft remains in Alternate Law for the remainder of the flight

NOTE Law will not degrade to Direct Law once landing gear is extended

34
Q

Describe the Rudder and rudder trim displays on the ECAM F/CTL page

A

-the rudder is depicted in green and represent actual rudder position
-Commanded rudder trim is represented by the cyan tick mark

35
Q

Recall the meaning of pulsing A-LOCK on the E/WD

A

-A-LOCK is displayed as an indication that leading edge slat retraction has been inhibited due to excessively low airspeed or high AOA
-Once airspeed and/or AOA corrections have been made, the slats will respond to flap lever commands and retract, A-LOCK indication disappears

36
Q

Describe the sidestick priority system

A

The sidestick priority system allows either pilots sidestick to have sole control of the aircraft in the even of an opposing sidestick failures

Pressing and holding the autopilot disconnect/priority pb
-disengages the autopilots
-temporarily deactivates the opposite sidestick
-generates respective “priority left” or “priority right” voice message
-A red arrow illuminates only on the SIDE STICK PRIORITY indicator of the pilots of sidestick has been deactivated
-if the deactivated sidestick sensed not to be in the neutral position, CAPT or FO (both green) illuminates only on SIDE STICK PRIORITY indicator of the pilot who has taken priority
-after 40 seconds of pressing the sidestick Autopilot disconnect/Priority pop, it may be released, and the opposing sidestick will remain temporarily deactivated

NOTE a deactivated sidestick may be reactive at any time by simply pressing its APDP pb

37
Q

Explain what occurs should both side sticks simultaneously moved

A

dual input is heard over the flightdeck loudspeakers
-if moved in the same direction ELACs will sum their inputs, up to a mx of one side sticks full deflection
-if moved in opposite directions, ELACs cancels both inputs

38
Q

Describe the indications on the ECAM/CTL page of the hydraulic system power sources

A

G indicates controls powered by the green hydraulic system
Y indicates controls powered by the yellow hydraulic system
B indicates controls powered by the blue hydraulic system

NOTE the systems letter appears in amber if the respective system has failed

39
Q

Describe the indications of the flight control computer on the ECAM F/CTL page

A

-the two ELACs and the three SECs are depicted
-the respective computers number is show in green when functioning normally
-If a flight control computer fails or has been selected OFF the computers number and the half-box surrounding it both turn amber

NOTE the two FACs are not depicted on the ECAM F/CTL page

40
Q

Describe the indications of Pitch Trim on the ECAM F/CTL page

A

A digital readout for PITCH TRIM is presented on the F/CTL page
- it displays the angle of the THS for nose UP or nose DN trimming
negative is nose up
positive is nose down

NOTE Pitch trim must be manually set for takeoff. Once airborne, pitch trim is automatically positioned per flight control computer logic

41
Q

What are the two references on the ECAM F/CTL page which represent the neutral aileron positions

A

-the two white tick marks represent the ailerons neutral position when the flaps are retracted
-the white square represents the ailerons neutral position when the flaps are extended. This is referred to as aileron drop and provides additional aerodynamic lift when the flaps are extended

42
Q

Describe the indication on the E/WD memo section of the speed brake deployment

A

SPEED BRK (green) appears when the speed brakes are deployed and the engines are at idle
SPEED BRK (amber) appears when the speed brakes are deployed and the engines are above idle

43
Q

Explain speed brake deployment limits with autopilot engagement

A

-with an autopilot engaged the range of speed brake deployment is limited to half the max possible deployment range. Placing the speed brake lever beyond the 1/2 position will yield no further deployment
-Should autopilot failure occur with he speed brake lever beyond the 1/2 position, the speed brakes will immediately deploy further to meet the levers commanded position

44
Q

What conditions that will cause speed brakes to automatically retract if deployed in flight

A

-Flaps full selected
-Airspeed decreases to alpha prot
-thrust levers placed in TOGA

45
Q

What are the requirements for automatic ground spoiler deployment during landing or rejected takeoff

A

both main gear struts must be compressed
main gear wheel speed must be at least 72 knots or greater
-if the spoilers are ARMED, spoilers will deploy when both thrust levers are place to the idle stop
- if the spoilers are NOT ARMED, spoilers deploy when at least one thrust lever is in the REV range and the other is at the IDLE stop

A320 S-LOD (16 decks)

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